Airship



Patented Dec. 28, 1920..

l/VI/ENTOB w. ATTORNEY LEO BOTT, 0F BROOKLYN, NEW YORK.

AIRSHIP.

Specification of Letters Patent.

Patented Dec.p28, 1920.

Application filed April 5, 1915, Serial No. 19,148. Renewed May 19, 1920. Serial No. 382,688.

To all whom it may concern.

Be it known that I, LEO Born, a subject of the Emperor of Austria, residing in the city of Brooklyn, county of Kings, State of New York, U. S. AM, have invented certain new and useful Improvements in Airships, of which the following is a specification, reference being had to the accompanying drawings, illustrative of one particular embodiment of my invention.

My invention has for its object the production of an airship to meet the peculiar conditions of practical use in its many respects, and particularly to produce in a nonrigid type of construction many or most of the advantages heretofore only attainable in the rigid type of dirigible; also to produce a construction having the minimum air resistance obtainable only in large types of rigid. construction, and still embodied in a collapsible or non-rigid type with its at tendant advantages.

In the particular form shown and described herein:

Figure 1 is a side elevation, with part of the envelop of the dirigible broken away.

Fig. 2 is a plan view substantially through the horizontal median section.

Fig. 3 is a transverse section amidships.

Fig. 4 is a bottom view of the car.

In the particular form of my invention shown herewith, A is the lower car supporting frame, B is the rear transverse member of the main frame, B is the forward transverse member of the main frame, C-C are the two lateral sections of the main frame, C is the bow section of the main frame, C is the stern section of the main frame, D and E are the longitudinal guys between main frame and car support, F is a lower member of the frame B, G-G are tie rods to support the stern section C of the main frame.

H is the top plate for attachment of the car, /i7i are eye bolts or other suitable attaching means for tackle, J is the car, 2? the flanged top on the car adapted for attaching purposes, KK are propellers, Zi-Jt are drags to take the propeller thrust, s is the propeller supporting member, L is the landing shoe, M is the hatch, N is the vertical rudder, N is the vertical rudder fin, O@ are elevating planes, O'-O are the horizontal fins.

are main tackle members, P are transverse main tackle members, p are the secondary tackle bends, p is the ultimate tackle lacing.

R is the envelop, S is a hatch between ighp interior and the car, T is the main bellye t.

It will thus be seen that in this embodiment of my invention there is the main frame within the envelop, connected by the belly-belt with the system of tackle internally, supporting a frame coincident with the lowest portion of the envelop, and a car supported flush with the lower portion of the envelop. k

The car contour is on the stream line as shown, and in itself therefore ofiers the least possible resistance. The steering both hori zontal and vertical, may be eflected with the usual fins and elevating-depressing planes and rudder; and the propulsion will be by means of engine and propellers in any desired manner.

Essentially the frame members CC and 13-43 form a support closed with respect to strains, and as shown in Fig. 1 the side members C are upwardly curved. This frame is connected at the sides to the bellybelt T, which is sewed to the envelop, thereby distributing the strain uniformly to the envelop. The tackle, through lacing p, is attached all around the frame. that is, to the side membersC-C and the transverse frames B-B, and the lacing gradually merges into the heavy tackle p, and these into the individual tackle ropes P, which are attached to the eye bolts h on the frame A. The vertical strains due to the load are in this manner distributed to the quadrilateral main frame C-C and B--B, with the length of all parts of the tackle such with relation to the main frame, as to give a practically rigid unit when sus pended in air. To prevent relative plunging, the longitudinal guy I) goes from the rear end of the frame A upward to the frame B; and the longitudinal guy E extends from the forward end of the frame A to, and is attached at the top side of the transverse frame B, and in this manner it supports the upper end of the frame B, which in turn has attached to it the gu s G, while the lower edge of the frame has the guys G attached, which guys extend rearward substantially vhalf the distance to the tail, thereby supporting on each side the stern frame extension G. Suitable turn buckles, or other adjusting means p The side members C I prefer to make oftubing having a plurality of sleeve sections, to which the lacings may be attached spaced,

or other suitable manner, the sleeve sections being so interconnected that they will afford the necessary slight flexibility to permit the tackle andframe. to assume the right position under strain, that is, that during construction or inflation any slight twisting will not prevent the mam frame assuming the predetermined position when the entire dirigible is inflated and floating.

By the arrangement of the'car as shown, 7

the propeller supports S extend from the lower part of the car, affording a most convenient'arrangement to connect with the engine-shaft, and thereby locating the propellers as far below the envelop as possible. 'f'lln having the frame A rigid, it affords the permanent connections for the tackle, and the caris then attached below this frame A and deck H by bolts it, extending through the flange i on the top of the car walls, or by other suitable means. In this manner the car may be removed and adjusted and, as indicated, it may be made in sections which may be easily disassembled, so that the entire car may be readily transported in small sections. I

Any usualv arrangement of ballonnets, such as indicated in semi-circles fore and aft, in Fig. 1, may be used for compensation of pressures in the envelop, in the usual manner. a

While I have shown a shoe L for the car, which I prefer to make by the use of double bent tubing for lightness and stiffness, any

suitable landing shock-absorber or landing support may be used.

. The hatchS passing from the roof of the car'through the plate H would be made gas; tight, and affords a means of ingress to the interior of the envelop. The idea of entering thev interior of the balloon has already been accomplishedby having the operative use a suitable oxygen' helmet permitting him to work inside for repair or adjustment.

means of the hatch S, this may be most readily done in my construction, although my construction lends itself admirably to the introduction of a shaft, which may extend from hatch S, vertically through the interiorto thetop surface of the balloon, so that quick access may be had from the car tothetop of-the balloon for any usual military purposes as observation, attack, de

1 fense, signaling, etc.

In particular it should be noted that the frame havingthe end members 13-13., has the side members (3+4), each an elastic line maintaining its form due to the balance of inward stresses resulting from the tension of the tackle, which, in my invention, can be'peculiarly disposed so as to maintain the curvature of the side members in conformity with the generative curve of the body of the balloon. l

Thus, the curvature of the side members affords the greatest strength for the least possible weight, for the supporting of the load, thereby most advantageously carrying the vertical loads and also maintaining the form of the envelop, and in addition protecting the envelop with respect to the unfavorable strains in actual service.

Any extended gap between lacings in the sidemembers may be stifiened as at 00.

In the assembly of my dirigible, the bellybelt would be made and supported in the predetermined'sh'ape which would form in 85 the finished inflated envelop. The lower half of the envelop beingfthenfcompleted would be attached to the belly-belt, and the deck H, with its frame A, secured in the po- 'sition predetermined by calculation. The frame members CC and B, would then be secured, the former to the belly-belt T, and the transverse frame B in position with the lower member F collapsed, so that all of the frame work and the tackle would be in the interior in position which would not take any cubic space. The upper half of the envelop would then be secured in 'the'usual manner to make a complete gas bag.

The entire envelop would then be inflated with air to its normal shape, and men would go through the hatch S into the interior and accurately adjust the tackle parts to their proper lengths. The air would then be evacuated from the envelop and the envelop collapsed on a suitable floor or ground space, to excludeall air. Then the inflation of the envelop with hydrogen would proceed, and thereafter a man with oxygen helmet would enter throught-he hatch S, and 11 adjust the lower member F of the frame B to'its proper position, and adjust the members .GG for proper-support of the stern section. Thereafter the car would be at tached,,or a suitable weight attached to de- 115 termine the exact position of the car, and the connection between the car and the deck H, and frame A, is made with such suitable means of adjustment, as will permit the bringing of the load in the exact position.

The shape primarily adapted for the balancedforces of my tackle arrangement on the middle sections of the sides has many advantages. The longitudinal curve which rotatively generates the longitudinal form 2 of the envelop best suited for my purposes, is a form which I have developed and have mathematically proven most desirable, and practically gives one of the best stream line body shapes, the main object being mini- 130 mum resistance as well as the other wellknown advantages. This curvature in the mid-ships section also conforms to the elastic line desired for the balanced stresses and strains, so that the construction of the midship frame sections can be made to that extent flexible, so that the spacing of attachment and the length of tackle will result in balanced strains insuring a curvature coincident with the generative line. Such section maybe in part stiffened, but on theiwhole requires a flexibility which in detail of construction will be made the basis for further application, while the special and most suitable form of envelop will also be the subject of further application.

The cantaliver support of stern section as shown may be variously modified, and particularly means to facilitate the assemblying of the vertical stiffness of the rear transverse member, and if desired elsewhere, is a matter of development not shown but which may also be the subject of further application. I

In many of the features I have devised special details of construction, as my invention involves matters not heretofore experienced,-but in these and in all respects many changes may be made in size and relation and detail from that shown and described herein, without departing from the spirit of my invention, but what I claim and desire to secure by Letters Patent is:

1. In a dirigible, a flexible envelop, a flexible frame, a complete inside tackle suspension flexible when the envelop is deflated, a car exterior to the envelop, said suspension connecting the car and the flexible frame, whereby upon inflation the envelop frame is rigid, and whereby upon deflation the envelop may collapse into a substantially horizontal plane.

2. In a dirigible, an elongated flexible envelop, a main frame lying substantially in a horizontal plane conforming to the medial section of the envelop, a car below the envelop, supporting tackle between the main frame and the car entirely within the envelop, said tackle constituting a means for causing substantial rigidity in said main frame upon inflation of the dirigible, and permitting complete collapse of the envelop upon deflation.

3. In a dirigible, an envelop, an internal frame substantially in the horizontal median plane of the envelop, and provided with flexible side members, means to attach the same to the envelop, tackle and lacing extending inwzti'dly and downwardly from said frame members so disposed that the load strain will maintain the flexible side members in conformity with the curvature of the envelop.

4. In a dirigible, an elongated envelop, a main supporting frame conforming substanthe side members of the main frame to main tain their predetermined form.

5. In a dirigible, an envelop, a main frame lying substantially in. a horizontal plane through the axis of the envelop, the side members of said frame being centrally upwardly curved, means of support substan tially coincident with the bottom of the en velop, tackle from said means extending upwardly and outwardly to the main supporting frame, cross-tackle to prevent lateral swaying and longitudinal cross-tackle to prevent longitudinal swaying.

6. In a dirigible, an elongated envelop, a belly-belt attached to said envelop, main frame members attached to said belly-belt, lacing disposed on said main frame members and merging into tackle, extending obliquely inwardly and downwardly within said envelop, and a lower frame for attachment of said tackle, whereby the load and operating strains maintain the main frame rigid in operative position.

7 In a dirigible, a cigar-shaped envelop, a main frame, means for attaching the main frame about the central horizontal plane of the envelop, a relatively narrow car having its top flush with the lower part of the envelop, flexible supporting and steadying means between said car and the main frame, substantially all within the envelop.

8. In a dirigible, an elongated envelop, a substantially horizontal frame and means to attach the same substantially along the meridian of said envelop, lateral portions of said frame being flexible and adaptedfor attachment of the supporting lacing and tackle all suspended substantially from the same horizontal plane of the frame whereby the frame conforms to the balanced strains and stresses of said supporting tackle when the dirigible is floating.

9. In a dirigible, an elongated envelop, substantially horizontal in horizontal meridian of the envelop, two horizontal rigid transverse frames connecting side members of the main frame, and forming therewith a stress-closed tackle attaching frame all in one substantially horizontal plane, a car below said envelop and supporting tackle between said car and said tackle supporting frame, within the envelop, for the purpose described.

10. In a dirigible, an elongated envelop, a flat frame conforming to the sides of said envelop in its horizontal meridian, a tackle frame substantially coincident with the central lowest portion of said envelop, flexible tackle between said supporting frame and 11. In a dirigible, an envelop, a substantially flat frame conforming to the substantially horizontal section of the envelop, bow

and stern sections of said frame, central main supporting sections of said frame on. either side, a car disposed in a predetermined position with relation to the center of gravity and buoyancy, and in relation to said framewhereby the relation of car and envelop is such that the distribution of strain in the planeof the frame causes the supporting sections of said frame to'maintain a predetermined curvature of the lateral sections and to support, a cantaliver extension of the stern sectionwhen in operation.

12. In a dirigible, an elongated envelop, frame conforming in part to the sides .of the envelop, flexible tackle extending there from inside of said envelop, a car supported thereby exterior to the envelop having a roof coincident with the envelop and downwardly, inwardly curved surfaces.

13. In a dirigible, a car having a roof substantially flush with the envelop of the dirigible, a frame supported substantially coincident with the surface of the envelop and tackle connected with said frame to maintain it in fixed lateral and longitudinal relation in the dirigible when in suspension, means to detach said car from said frame.

14. In a dirigible, an elongated envelop, a tackle and a supporting frame within said envelop in a single'substantially horizontal plane, a sectional car adapted to be attached and detched from said frame. 7

1'5. In a 'nonrigid dirigible, a collapsible envelop, a frame in an irregular plane substantially inthe horizontal meridian of the envelop, a frame substantially coincident with the lowest portion of the envelop, a

platform attached to said last mentioned frame, a car attached below said platform exterior to the envelop, a hatch in said platform, for the purpose described.

'16. In a dirig'ible, an envelop of circular cross-section and longitudinally conforming to a uniform generative curve, internal supporting and steadying tackle originating from a single horizontal frame, a car centrally below said envelop having its top substantially flush with the envelop and downwardly, inwardly curved sides, aifording astream line or fish surface or body form.

'17. In an aircraft, a buoyant flexible envelop, frame members having flexibility, de-

' Witnesses:

pending tackle attached to said frame members arranged whereby rigidity in a substantially horizontal plane dependent of said envelop is automatically obtained upon the loading and suspension of the craft in the am 18. A hull for a dirigible, a collapsible envelop of relatively greater length than the transverse section, a substantially horizontal frame having parts supporting the forward end of said envelop against air resistance flexible connections in said frame, rigging suspended therefrom whereby the load of said dirigible automatically effects rigidity in said frame through said rigging.

'19. In a dirigible, a flexible frame, a bellybelt to support the same in the meridian of the most unfavorable strains and an envelop cooperating with and inclosing the same whereby inflation and complete collapsing of the envelop is afforded, with hori zontal rigidity when suspended in air.

20. A 'dirigible, a collapsible elongated flexible envelop, a polygonal substantially horizontal frame within the horizontal meridian of said'envelop, depending converging tackle attached to said frame, a substantially central weight-carrying member below the lowest point of said envelop and supporting members included in said tackle, whereby'the weight-carrying member will balance the buoyancy of said envelop with a resultant balance of stresses within said tackle to effect rigidity in said polygonal frame, without any rigid vertical members to interfere with the complete collapse upon deflation of said envelop.

21. A. dirigible, comprising a flexible exterior envelop, a polygonal frame lying sub- 'stantially in a single plane and having contiguous members a'dapted with a single loadsuspension and tackle connections to form a closed polygon of stresses and resultant rigid continuous frame under load, with inwhereby the rigidity of the frame imparts rigidity of said extensions in fixedrelation to said frame, anda central sub support to said envelop for a car associated with the point of stress load forsaid frame.

In testimony whereof, I have signed my name to this specification, in the presence of two subscribing witnesses, this 2nd day of April, 1915. I

, LEO ROTT.

WILLIAM Bnuon Walnut), 1 HERMANN F. CuN'rz. 

